Toy vehicle



(CM E @MELE ATTORNEY'.

C. F. RUBLE @et 24, i939.

TOY VEHICLE 2 Sheets-Sheei', 2

Filed Aprill, 1938 Patented Oct. 24, 1939 UNITED STATES FATENT OFFICE 6 Claims.

This invention relates to improvements in playground devices of the wheeled vehicle type intended to aord exercise, recreation and amuse ment for the rider.

The object of the invention, broadly stated, is

to provide a vehicle of the above general description which will so function, as it travels, that the rider is carried through movements akin to those experienced in riding horseback. Other and more 1Q, specific aims are to provide a vehicle of the kind described, which is sturdy, dependable, easy to control and steer, relatively light in weight, and economical of manufacture. Also, which will readily lend itself to practicable modications in 15 frame and body design, and in alterations as to size and capacity.

'Ihe objects and aims of my invention are ascomplished by, and the invention is embodied in the new construction, combination, and arrange- 20` ment of parts illustrated inthe accompanying drawings and described in the following specication.

The several parts of the invention are identied by suitable characters of reference applied to 25 vthem in the diiferent views in the drawings, in

` AWhich- Figure 1 is a side View of my improved amusement Vehicle, portions of the side of the frame structure being broken away.

30 Figure 2 is a top plan View of Figure l, portions "'of the top of the frame structure being broken away.

Figure 3 is a vertical cross section view, enlarged, taken on the broken line 3 3, in the dissrection of arrow 3 in Figure l.

i Figure 4 is a side View of the fork structure,

taken in the direction of arrow 4' in Figure 3.

Figure 5 is a Vertical cross section view taken on the broken line 5 5, in the direction of arrow 5 o ,in Figure 1.

Figure 6 is a vertical central cross section View, enlarged, of the left side traction wheel and its connections, taken in the direction of arrow in Figure 2.

415. Figure 7 is a side view of the front hub con- "struction, taken in the direction of arrow l in Figure 6.

Figure 8 is a vertical cross section View, enlarged, taken on the line 8 8 in Figure 2.

50 Figure 9 is a vertical cross section view, on the line 9 9, in the direction of arrow 9 in Figure 8.

Figure 10 is a vertical cross section View, on the line |0 |0, in the direction of arrow lil in Figure 8.

55 Figure 11 is a vertical cross section view, en-

larged, taken on the line H I I, in the direction of arrow Il in Figure 1.

Figure 12 is a vertical cross section view taken on the line I2-I2, in the direction of arrow l2 in Figure 11. 5

Figure 13 is a detached detailed view, partly in cross section, of the hub structure of the rear traction wheel.

Figure 14 is a detached View of one of the sections, namely the left half section, of the frame 1n structure.

In the present illustration of my invention, and wherein the vehicle is intended to be mounted by the rider after the manner of a tricycle or the like, the frame of the vehicle is of fanciful design 15 representing an animal, preferably a horse. It is made of stout material such as sheet metal, wood fiber or other substantial composition, fashioned and adapted to provide a seat for the rider, and also to provide supports and connections for the different parts to be presently described. The said frame is composed of light sheet metal blanks pressed into suitable formation as shown and which constitute similar complemental half sections. In each of these half-sections, and which are designated as side plates l and 2, are provided an opening 3, an opening 4, and an opening 5 and through which said openings are passed the certain parts to be presently referred to. The border faces of the said side plates in the portions 9 thereof above the broken line 82-12, and in the leg portions thereof below said line |2 |2 (see Figure 14) are united, as by electric welding, the frame thus constituted being light in weight and substantial in structure. The said side plates at their portions l and 2 are of straight formation and each is provided with a recess 6, a recess l, and a recess 8. Holes 6a, 'la and 8a adjacent to the said recesses are for the reception of fastener screws presently to be referred to. 'Ihe leg 40 extensions I6 and Il are preferably of curved formation in cross section to impart stiness to them. The seat may consist of a slightly raised and curved portion I8.

A transverse beam 2| (see Figure 2) has its 45 central portion 22 of formation to t the fro-nt end of the said frame, and to which said frame it is rmly secured as by electric welding. Each end of said beam embodies a boss which is provided with a vertical bore that constitutes a 5G socket 23, as shown in Figure 4. In each of these sockets 23 is journaled stem 25 of a fork between whose opposed arms 26 and 21 the traction wheel presently to be referred to, is received. The fork (see Figure 6) 55 is of divided formation, one arm thereof embodying thesaid stem 25, and the two arms being securely united at their head portions by a tenon jointure 23 and cap screws 29. The said stem 25 is retained in its position as by a iixed pin 3) whose inner end engages in a circumferential groove 3l in said stem. In suitable bores provided in the lower ends of said fork arms are secured the outer rings of the bearings 35 and 35. Integrated with the head portion of each of the said forks, as by Welding, is an arm 3l. A transverse connector rod 33 has its ends articulated with the said arms 3l, as by pins 3i).

In Figure 6 is shown in detail, the hub il that is journaled in each of said forks. This hub is cylindrical and it embodies an annular flange l2 to which the traction wheel is made fast, as by welding. Its inner end is of reduced diameter and is provided with annular shoulder 43 at which the inner ring oi the bearing 35 is received. Its outer end also is of reduced diameter and it is provided with shoulder l5 and at which the inner ring of the bearing 35 is received. vThe said hub is provided with axial bore t6, and with opposed longitudinal slots 4l.

A traction wheel consisting of a light sheet metal disk 'ed of dished formation in cross section, as shown in Figure 6, and which embodies rim 5l in which a tire 52 of suitable type is retained, is secured eccentrically to the said ange 42. The traction wheels shown in the drawings, being similar to each other, this description in the singular, is deemed sufficient.

53 designates a countershaft to which is applied the power from a driving shaft presently to be mentioned. This countershait is of divided formation. I-Ieads 5d and 55 which are secured (as by a Woodruif key 56 and a setscrew 5T) to the proximate ends of the shaft sections, are adapted to be so retained in their coupled relation, that one may be shifted rotatively to a position different from a given position of the other. The preferred form of co-nstruction and arrangement of these heads is shown in Figure 8. Head 5d embodies a cylindrical ilange which engages the cylindrical flange of the other head.. The boss 6d of the head 5d is received in the recess E of the side plate 2 of the frame. A plate 6l loose on said countershaft and whose bore is of diameter to clear the said boss 6i] is made fast toy the frame side 2 as by suitable cap screws 6b, and it serves as a convenience in supporting the shaft head when assembling andv disassembling the parts, and as a guard against undue flexing of the countershait under driving strains. A similar plate 62 whose bore is of diameter to clear the sprocket wheel hub presently to be referred to, and which is made fast to the frame side l, serves the same purpose as the plate 6l.

In the flange of the head 55 are four recesses 63 which are spaced equidistant, or 90 degrees apart. In the ange of head 54 are two diametrically opposed set screws 65. These screws 65 in their close tting engagement with the recesses 63 unite the said heads so that the hah' sections of the countershaft are as one. By this arrangement it is practicable to set the shaft sections in related positions different from the positions indicated in the drawings. rIhis is accomplished by retracting the screws 65, then shifting the head 55 ninety degrees, or one quarter of a revolution, and then returning the said screws to their home positions in engagement with the other pair of recesses lili. The reason for providing means whereby to dierentiate the relative positions of the sections of this countershaft will presently be pointed out.

Secured to the said countershaft 53, as by a Woodruff key and a set screw, is a hub S6 with which is integrated, as by electric welding, a sprocket wheel 67. This sprocket` Wheel being belted to a driving sprocket presently to be described, the head dll of the free half section of the countershaft is the one which is moved to shifted position when the relative positions of the front traction wheels are to be changed.

At each end of the said countershaft 53 is integrated a spherical bearing ball 69. The recesses 6 in the bottom oi the frame sides (see Figure 8 and Figure 14) permit of this countershaft being disposed in position, the said balls 69 being received in the bores of the said hubs il and their centers being coincident with the vertical axes of said iorks. The shaft head 5t, and the shoulder t8 of the sprocket wheel hub t6 being in registration with the interior faces of the sides l and 2 oi the frame, the countershaft is stayed against any tendency to move transversely. The ends of a cross pin which is secured diametrically in each of the balls iis, constitute studs 'i8 which are received in, and which have direct coengagement with the parallel opposed longitudinal slots 41 of the said hub. By the above described combination and arrangement of parts I accomplish a flexible power transmitting connection between the countershaft and the front hubs.

Journaled on a cross shaft 'H whose ends are received in the bores of stay plates 72, and in the recesses 8 of the frame sides l and 2 (see Figure 13), is a rear hub i3 and to which is secured, as by electric welding, the sprocket wheel 'Mp This sprocket wheel is of same diameter as that of the sprocket wheel 6l hereinbefore mentioned.

Secured eccentrically to the flange l5 of the said hub 'i3 kis a traction wheel 'i6 which is of diameter and structure the same as the diameter and structure of the frontal traction wheels 50 hereinbefore described.

In suitable bearings provided in cross members i3 and ld (see Figure l and 'Figure 3) which are secured within the frame, is swiveled a steering column lli provided with a conventional handle bar i9. Loosely articulated with a` bell crank 2D (see Figure 2) which is secured to the llower portion of column l5, is a connector rod 32 which in turn is connected loosely, as by pin 3S, to the end of arm 3l of the right front fork. Clearance for the outer portions oi the handle bar is provided for by the openings 3 in the sides of the frame. '3y this arrangement the handle gripsare conveniently in reach and the rider is enabled to direct the front wheels at the desired angle and thereby to guide the vehicle at will.

My invention, being intended in the present` instance, as applicable to a vehicle of the velocipede type, I have sho-wn thedriving mechanism as operable by cranks and pedals. This driving mechanism I have constructed in the form of an assembly. It consists of a cross shaft I5 provided with bearings ll which are retained in housing plates llt, the latter being adapted to be securedto the frame sides l and 2, as by cap screws I9. At the ends of said shaft are secured the conventional cranks Si and S2.

Sprocket wheels ifi and Sl, similar in diameter, are secured to hubs 35 and il@ respectively, as by cap screws 3l. The said hubs embody face plates 39. made fast to theshaft'l as by a diametric pin 9i).

(The sprocket wheel' 83 is'belted'to the aforesaid sprocket wheel 61 ofthe countershaft 53, Aas will presently be referred to). Inthe disk 88 are two arcuate slots9l and92. (SeeFigure 12)'. f

Through the end of one of these slots, namely theslo't 9|, a cap screw 93 is passed and it is screwed into the disk 89. Throughv the endyof the other-slot, namely the end'which is remote from the end of the first named slot which received the cap screw 93, is passed a cap screw 94. Said 'cap screw `94 is screwed into the disk 89. The disk 88 isthereby made fast to the said disk 89. Thus,

whereas the sprocket wheels 83 and 84 are unitedA and they 'move in unison, the position of one,

withr relation to the position of the other, rotatively, may bey changed. Further reference to this feature will presently be made. Belting the sprocket wheel 83 to the sprocket wheel 8l. of the countershaft 53, isa sprocket chain 95; andbelt- 1 ing the sprocket wheel 84 to the sprocket wheel 14 ofthe rear hub T3, is a sprocket chain 96.

With the mechanism organized, and the several parts thereof arrangedas shown in the drawings, the hubs 4l and 'I3 of the traction wheels are on a common plane, the minimum radius of each of said traction wheels being perpendicular.

In rotating of the drive shaft 16, there is direct propulsion of the frontr hubs 4| and the rear hub 1-3 in the same direction'and at the same speed. As the vehicle moves, each of the said of the vehicle, a rising and lowering motion siymultaneously with the rolling of the traction wheels on a plane. This action of the frame structure may be designated as the trotting motion and wherein the upward movement and the i downward ymovement ofthe front hubs, is simul.

taneous with the upward movement and downward movement Aof the rear hub. y

To facilitate the altering ofthe position of the disk 89` (whereby the position of the'rear hub I3 is shifted) ;"and, to facilitate the altering of the positionof the head 54 of the countershaft (Whereby'the position of the left front traction Wheel is shifted) I have provided certain marklngs.

, The mark N as hereinafter referred to, means normal; and the mark A as hereinafter referred to, means'alter. Each of these marks 4is associated with the character that is indicatory of the certain part to which said mark'is applied.

N887on disk 88; and mark N55 on the shaft head 55, each, is located to face toward the front of the vehicle (when the latter is in the static position as shown in Figure 1) the said marks thereby being easy of observation.

The several parts of the invention as they appear in the drawings, are in what may be designated as their normal positions.

Mark N88 on the disk 88, is in registration with mark A89 on the disk 89.

Mark N55 on the head 55, is in registration with mark A54 on the head 54.

On the peripheral portion of the disk 88, and spaced from the mark N88 a distancefequal to the measure of one-quarter of a revolution of the rear hub 13 is a mark 1A. On the peripheral portion of the disk 88 and spaced from the mark N88 ya distance equal to the measure one half of a revolution of the rear hub 13, is a mark 1/2.

On the shaft head 55 and spaced ninety degrees from the mark N55 is a mark 1A. On the head 55 and spaced one hundred and eighty degrees from the mark N55 is a mark 1/.

Preparatory to altering the position of the disk 89, the screws 93 and 94 are loosened. Now, with a setting of the disk 89' (moving it in the direction of arrow in Figure 12) so that its mark A89 is in registration with the mark 1/2 on the disk 88, the hub 'I3 will have been shifted one half of a revolution'. The screws 93 and 94 are now tightened' thereby securelyreuniting the disks 88 and 89. `With the rear traction thus changed from normal, the rear portion of the vehicle frame rises while the forward portion thereof lowers, thus imparting to the frame a movement which I designate as the perfect loping motion.

A setting of the disk 89 with its mark A89 to registration with the mark 1A; on disk 88, the rear traction wheel being thereby shiftedone quarter of a revolution, there is obtained an intermediate movement. The movement thus imparted to the vehicle frame, I designate as the partial loping motion.

To obtain a pacing motion of the vehicle frame; set the disk 88 so that its mark A89' is in registration with the mark 1A; on disk 88, the hub 13 with its traction wheel being thereby shifted one quarter of a revolution, then tighten the screws 93 and 94. Next, is the alteration of the position of the shaft head 54. Preparatoryto alteration of said shaft head' 54, the screws 55 are unscrewed sufficiently to clear the recesses 83. Now with a setting of the shaft head 54 (moving it in the direction of arrow in Figure so that its .mark A54 is in registration with the mark l@ on the head 55, the left front traction wheel will have been shifted to position directly opposed to the eccentricity of the right front traction wheel. At the same time, it will be understood that the rear traction wheel is at its shifted position of one quarter of a revolution removed from normal. In this pacing motion of the frame, the frontal portion thereof while rising on one side, is lowering on its Dpposite side, and the rear portion of the frame is rising and lowering.

Whereas I have described' and illustrated yin the present specification and drawings what I consider as the preferred form, structure and arrangement of the several parts, and the preferred details of construction for carrying my invention into effect, it will be understood that minor changes and modifications may be made within the scope of the invention as it is defined in the appended claims, without departing from the spirit or principle of the invention or sacricing any of its advantages.

What I claim as my invention is:

1. A vehicle of the kind described, comprising a frame, a fork swiveled on said frame at each side of an end portion thereof, a hub journaled in each fork, a hub journaled at the other end portion of the frame, a traction Wheel secured eccentrically to each of the said hubs, and gearing between said hubs whereby all of them are rotated at the same speed.

2. A vehicle of the kind described, comprising a frame, a fork swiveled on said frame at each side of an end portion thereof, a hub journaled in each fork, a hub journaled in the other end portion of the frame, a traction Wheel secured eccentrically to each of the said hubs, gearing between said hubs whereby all of them are rotated at the same speed, and means operable to move the forks to and to retain them in varied angles inclined to the longitudinal axis of the vehicle.

3. A vehicle of the kind described comprising a frame, a fork swiveled on said frame at each side of an end portion thereof,` a hub journaled in each of the forks, a hub journaled in the other end portion of the frame, a driving mechanism carried by the frame, a countershaft having its ends flexibly articulated in driving coengagement with the hubs of said forks, power transmitting connections between the driving mechanism and the countershaft and the said third `hub, and connections between said forks endriving engagement with the said frontal hubs,l

power transmitting connections between the .driving mechanism and the countershaft, and

between the driving mechanism and lthe rear hub, a bell crank secured to each of said forks, and a cross rod whose ends are articulated with the said bell cranks.

5. A vehicle of .the kind described comprising a frame, a fork swiveled on said frame at each side of thefrontal portion thereof, a hub journaled in each of said forks and `having an axial bore and opposed parallel longitudinal slots, a hub journaled at the rear portion of the frame, a traction wheel secured eccentrically to each of the said hubs, a driving shaft journaled on the frame, sprocket wheels hubbed thereon in side by side relation, their hubs being face to face, one being loose upon, and the other being secured to the said driving shaft, means to secure the loose hub to the fixed hub and at various adjusted positions with relation to a given xed position of the driving shaft and its fixed hub, a sprocket wheel on the rear hub, a countershaft terminated at each end by a ball provided with a diametric pin whose projecting ends constitute heads, the said balls being engaged in the bores, and the said headsl thereof being engaged in the opposed slots, of the said frontal hubs, a sprocket wheel secured to said countershaft, a sprocket chain belted over the xed sprocket of the driving shaft and the sprocket of the coun-1 side of the frontal portion thereof, a hub jour-A naled in each of said forks and having an axial bore and having opposed parallel longitudinal slots, a hub journaled at the rear portion of the frame, a traction Wheel secured eccentrically to each of the said hubs, a driving shaft journaled on the frame, sprocket wheels hubbed thereon in` side by side relation, their hubs bein-g face toy face, one being loose upon, andthe other being secured to the said driving shaft, means to secure the loose hub to the fixed hub and in various adjusted positions with relation to a given fixed position of the driving shaft and its fixed hub, a

sprocket Wheel on the rear hub, a countershaft,

terminated at each end by a ball provided with a diametric pin Whose projecting ends constitute heads, the said balls being engaged in the bores, and the said heads thereof being engaged in the opposed slots, of the said frontal hubs, and the' said countershaft being divided, coupling heads secured to the proximate ends of the sections of said countershaft, and which said coupling heads f are interenga-ged, means to securevk the coupling head of one section at a position shifted rotative-k ly different from a given position of the couplingv head of the other section, a sprocket Wheel se-V cured to one section of said countershaft, a sprocket chain belted over the iixedsprocket of the driving shaft and the sprocket of the countershaft, and a sprocket chain belted over ther adjustable sprocket of the driving shaft and the sprocket of the said rear hub, and means operablefto move the forks to varied angles inclined to the longitudinal axis of the vehicle.

CECIL F'.v RUBLE. 

